Automatic electric variable speed bidirectional and freewheeling transmission



March 21,1939.

Irl-lq" li c 15016-15 -c H. J. MURRAY v 2,150,983 AUTOMATIC ELECTRICVARIABLE SPEED BIDIRECTIONAL AND FREEWHEELING TRANSMISSION Filed May 25,1935 3 Sheets-Sheet 1- 2 ,t .e e h Q S u t N e 0 e I h T vS m 3 I ww BIS, ms E15 PMS YSMQ AEAl RLm Rw a UIG RNY MAIa VLM E JCEd n Hmmm MR N AMarch 2l, 1939.

AUTOMATIC March 2l, 1939. H, J. MURRAY 2,150,983

AUTOMATIC ELECTRIC VARIABLE SPEED BIDIRECTIONAL AND FREEWHEELINGTRANSMISSION Filed May 23, 1955 s sheets-sheet 5' Tl q 'E @o 2.5 12.6'6,15 51126' oq 5o as a4- -ao 6.2 a 5 25 1a.: 6.?.5 sie@ zf 7 '8 Y e LESST A VER* RA l H N ,TPEE kB KINGAGA NST To] 'RATIO COMPRESSloN 61 2487.'1.7 A I i 2073 15A 'l 1 8 161A l 51 ma M: im M Patented Mar. 21, 1939UNITED STATES PATENT V oFFlcE- vAUTOMATIC LECTRIO VARIABLE SPEEDBIDIRECTIONAL AND FREEWHEELING TRANSMISSION Howard J. Murray, New York,N. Y. Application May-23, 1935, Serial No. 23,040

12 Claims.

l to provide a simple form of power transmission mechanism designed soas to permit the employ-l ment of a small percentage of the total powerto automatically control the bidirectional speed relations of thedriving and driven members of l the said transmission mechanism.

30 ber under such conditions lthat the speed'of the driven member may beautomatically varied -to assume a desired speed relation relative to thespeed of the driven member.

An additional object of the present invention 25 is to provide-anelectric power transmission control mechanism without any movingcontacts whatever in the said control system;

A still additional object .of the present invention is to provide meansincluding in eiect a non- :lo friction clutching member designed to tendto hold certain members of al diiferential gear lorganization-includinga plurality of secondary differential sets so that its holding actionmay be in effect mechanically multiplied to control a :3.3 plurality ofholding actions on the said second-,

ary sets thereby collectively vcausing the said transmission of powerfrom the driving to the driven member. I

In variable speed power transmission devices .in `as known to the artfrictional clutch surfaces,

and also magnetic and mechanical clutches are employed to cause thedesired driving and driven members to assume a desired vspeed relation.When friction clutching surfaces are used a great ,45 problem ispresented to iind suitable surfaces with the necessary high co-eiiicientof friction, and of material that will withstand the hard usage requiredand the resultant wearing due to the high co-eicient status. Whensurfaces of low 50 co-eflicient of friction are used prohibitive pres--sures are required for rapid braking action and inefficiencies exist.

With mechanical clutches such as the con-- ventional overrunning type nodesign has been 55 found that will not produce objectionable shocks whenchanging from one speed to another speed.

In the use of magnetic or electric clutches as heretofore known thenecessary size-and weight of the electric parts required areprohibitive, and the required speed relations between the driving anddriven members are obtained at very low power transmision eiciencies.

According to the present disclosure a magnetic clutch is provided foruse in effect as a non-friction holding means to create a plurality ofholding actions at a plurality of portions of secondary differentialgear sets together forming a part of an idler member of a maindifferential set including the normally driving member, the normallydriven member, and the said idler member.

The said holding clutch includes a magnetic field producing means and anassociated rotor or armature. In one embodiment of my invention thefleldprcducing means is fixed and the associated rotor attached to oneof the secondary differential sets to rotate therewith. Thus rotation ofthe rotor through the produced magnetic field results in the generationof electric current which in turn results in a drag on the saiddifferential, and this drag or holding effect is simultaneouslytransmitted to certain parts of all the diiferential sets so that aplurality of separate holding eiiects are created automatically with thecreation of the 'said primary or electric holding effort.

This holding effort of the magnetic clutch couple is thus derived fromthe driving and/or driven members and transmitted in from one of thesecondary differentials to the next so that a relatively small holdingeffort induced in the rotor is amplified in effect by controlling aplurality Yof holding 'eiforts and thereby the transmission of arelatively great driving effort.

Thus it follows that the necessary size and weight of the electrical andmagnetic parts requiredfor the transmission of power at variable speedaccording to the present disclosure is only a small part of the size andweight of parts required in'previously known electric transmissiondevices.

Applied to transmission mechanisms for movable vehicles the presentdevice automatically secures a proper speed relation of the driving anddriven members for every load resistance. The present device may bedesigned to automatically secure approximately a direct drive relationbetween the driving and driven members, and in addition the control maybe manually varied to secure this direct drive relation at differentload resistances.

When the speed of the normally driven mem; ber exceeds the-speed of thenormally driving member the holding action of the non-friction clutchmay be set so as `to become relatively greatly decreased because of thedecrease of the flux cutting speed of the rotor, and this flux cuttingspeed may approach zero speed and the holding action entirely disappearand thus a freewheeling status will exist between the driving and drivenmembers.

As thev speed of the normally driven member is increased over that ofthe normallyfdriving member beyond the free-wheeling range the fluxcutting action of the rotor will again become a holding factor toincrease in proportion to the Aincrease of the speed of the normallydriven member over the speed of the normally driving member. Thisopposite speed action of the rotor is entirely automatic, and theholding action of the non-friction rotor positioned on one of thesecondary differential sets will automatically again come into actionand a braking bidirectional action will be derived from the action ofthe engine compression, and the use of this compression braking willincrease proportionally as the normally driven member continues toincrease its relative speed.

Still further the present disclosure contemplates the use of a manuallyactuated magnetic field producing control so that the intensity of uxcutting by the rotor and thus the automatic actionof the non-frictionclutch may lbe varied driven members so as to cause the engine to rotaterelatively faster.

The automatic holding action of the rotor is of course a function of thestrength of the magnetic field produced. The magnetic field strength inturn may be varied by a variation of the current sent through the eldwindings. -This field current in turnmay 'be varied by such well knownmeans as a variable resistance. If a plurality of resistances are used,these resistances may in turn be varied by electrical, mechanical, ormanual means, or `a combination of all these means. In addition theseresistances may be varied in combination with other controls used in thenormal operation of the vehicle upon which the transmission is installedand operated. According to the present disclosure three of theseresistances are provided. One to be invention, I provide means to attainthe transmission of power from a driving member to a driven member byconnecting all the secondary diiferential sets forming a portion of theidler member with the normally driven member so that the' rotorconnected to one of these secondary differential sets will be rotatedthrough a stationary magnetic field preferably in the direction ofrotation of the normally driven member. Thus thel secondary'diiferentialholding rotor will be r0- tated (say) 'clockwise at a relatively higherspeed as the said driven member is rotated clockwise at a relativelylower speed. During the intervals of bidirectional drive conditions whenthe normally driven member becomes the driving member the hold-rotorwill be rotated counterclock-wise as the driven member continues itsclock-wise rotation. o

While the present invention is obviously capable of use in any locationwhere it isdesired to receive power from a driving member at variablespeed, the present invention is particularly applicable to anlelectrically controlled variable speed power transmission mechanismdesigned for use in connection with automobile construction, and it isin this connection that the embodiment of the invention will bedescribed in detail. Various other objects and 'advantages of theinvention willbe in part obvious from an inspection of the accompanyingdrawings and in part will be more fully set forth in the followingparticular. description of one form of mechanism embodying the presentinvention, and the invention also consists in certain new and novelfeatures of construction and combination of parts hereinafter set forthand claimed.

In the drawings: l

Figure 1 is a physical embodiment of my invention in vertical section,taken axially of the main shaft; and

Figure 2 is a transverse sectional view taken approximately upon theline 2 2 of Figure 1, looking in the direction indicated by the arrow;and

Figure 3 is a transverse sectional "isf-:v taken approximately upon theline 3--3 of Figure 1. and looking in thelv direction indicated by thearrows; and

Figure 4 is a transverse sectional view of the electrically actuatedspeed control holding mechanism taken approximately upon the line 4-4 ofFigure 1, and looking in the direction indicated by the arrows; and

Figure 5 is a diagrammatic presentation of the electrical circuit .andthe necessary connections for` operating the device embodying thevpresent invention; and

Figure 6 is a diagrammatic presentation of the division of effortthrough the various power transmission paths provided by the secondarydifferential sets during the transmission of power from one power memberto the other; and

Figure 7 is a diagrammatic presentation of the speed relations of the-various members of the transmission mechanism; and Figure 8 is apartial view in elevation of the holding rotor showing-the various pathstaken by the resultant induced currentsj and A Figure 9 is a schematicview of one method o operating one of the eld control resistances by thefuel control member of the vehicle a'nd Figure 10 isa schematic view ofone method of operating one of the eld control resistances by the brakepedal as commonly found on automobil vehicles; and

Figure 11 is a sectional view in elevation of one method of employingmechanical brakes as a substitute for the electrical holding means.

In the following description and in the claims,

vvparts will be identified by specific names for convenience ofexpression, but they are intended to Y be as generic in theirapplication to similar parts as the art will permit.

'I'here is shown in the drawings a novel 75 in reality to be consideredas gear teeth for the electric machine and associated mechanical powertransmission elements constituting an automatic electrically controlledvariable speed bidirectional and free-wheeling transmission mechanismand'including a pair of power shafts 1 and 8 disposed in axial alignmentwith their adjacent ends interiitted so as to provide proper space forthe bearing 9.

The power shaftsv I and 8 are mounted for independent rotary movementrespectively in suitable bearings I and II positioned and supported inthe transmission casings 22 and 24. While either of these power shafts Iand 8 may be con-v sidered as the driving or driven member of thetransmission, for the purpose of this description, it will be consideredthat the shaftv I is thee normal driving member, and is operativelyconnected to be driven from a source of power such as an internal engineor other mover (not shown).

Accordingly, shaft 8 is regarded as the normally driven member, and isoperatively connected to whatever mechanism (not shown) is designed tobe driven from the mover.

The shaft 8 is formed with a plurality of splines or teeth I2 formed tooperatively receive a plurality of groups of toothed gears formingtogether with the splines I2 a plurality of secondary differentialgear'sets of gears all mechanically connected in operative relation withthe driving member 1 and the driven member 8 as hereinafter described.

The pinion gears I3A, I4-A, I5-A, IG-A and I'I--A are each supported onthe teeth I2 by II-C so as to be constantly in mesh with the teeth I2,and the gears I3-A in addition are positioned to rotate with thenormally driving member l. Unless otherwise specified the gears of alltypes shown in Figure 1 are preferably made of suitable steel, and thecasings 22 and 24 are made of material such as iron suitable formagnetic circuits, altho the casings may be made of cast steel. Thegears I3-B, III-B, I5-B, IS-B and II-B are internal gears havingportions such as 2l,` 28, 29, and 30 rotatively fitted on the outersurface of the teeth I2 of the driven Amember 8. The gears I3--A, Ill-A,I5-A, II-A and Il-A are formed and positioned so as to mesh with theteeth I2 of the driven member 8.

The bearing portions of the internal gears I3-B, I4--B, I5-B, IB-B andI'I-B receive the shafts I4-C, I5-C, -IG--C and II-C to position andsupport the said pinion gears. Thus the internal gear I3-B receives theshaft I4-C' to support the gears M-A. The internal gear I 4-B receivesthe shafts IS-C to support the pinion gears I5-A, the internal gear I5-Breceives the shafts I6-C to support the pinion gears IS-A. The internalgear IB-B receives the shafts lI 'I-C to s upport the gears II-A. Theinternal gear I'l-B is mounted on the bronze bearing I9 in turn mountedon a reduced portion of the normally Jdriven shaft 8.

With thisarrangement it is evident the pinion gear I3-A is constantly inmesh with the teeth I2 of the normally driven member 8 and internal gearI3-B. Gear I4A is constantly in mesh with teeth I2 and internal gearII-B. Gear IS-A is constantly in mesh with the teeth I2 and internalgear I5-B. Gearv IS-A is constantly in mesh with the teeth I2 andinternal gear IG-B,

' and gear I'l-A is constantly in mesh with the purpose of thisdescription, and that the portions of the common teeth I2 meshing withthe gears I3-A, Il-A, I5-A, IG-A and II-A are portions of the secondarydifferential sets.

In this event it' is obviousv that powerv may be transmitted by andbetween the members 'I and 8 by a plurality of transmission paths, andthat each of these paths 'will transmit power in some proportion to theretardation of the clock-wise rotation of the internal ygears IS-B, I4B,I5-B, IG-B and I1-B. It is also evident .that any retardation of theclock-wise rotation of the internal gear I 'I-B will be transmitted tothe other internal gears I3--B, I4-B, I5-B, and I 6-B.

,These paths may be identified as follows.. first named path includesshaft 1, shafts I 3C, gear I3-A and teeth I2 tovshaft 8. A second namedpath includes shaft 1, shafts I 3--C, gears I3-A,`internal gear I3-B,shafts I4-C, gears III- A, and teeth I2 to the normally driven shaft 3.A third named path includes shaft l, shafts I3-C, gears I3-A, gear I3-B,shafts II-C, gears Il-A, internal gear I4-ZB, shafts I5-C, gears I5-A,and teeth I2 .to the shaft 8. A fourth named path includes shaft 'I,Vshafts I3-C, gears I 3-A, gear I3-B, shafts I4-C, gears I4-A, gears M-B,shafts I5-C, 'gears I5-A, gears I5-B, shafts I6-C, gears IG-A, and teethI2 to the shaft 8. A fifth named path includes shaft l, shafts I3-C,gears I3-A, gear I3-B, shafts I4'-C, gears III-A, gear I4-IB, shaftsI5-C, gears lli-A,y gear I5-B, shafts I6--C, gears I-A, gear lli-B,w`shafts I'I-C, gears II-A, and teeth I2 to the shaft 8. Power is alsotransmitted by the gear IT-A to the gear II-B and thus to the looselymounted flange I8 upon which the rotor 20 is rigidly mounted to rotatetherewith. This rotoris preferably made of copper or other material oflow resistance value.

Thus there are six paths provided for the transmission of power from oneof the power members 'I and 8 to the other. Path one i's common to pathtwo for a portion of its length. In the same manner path two is-commonto path three for a portion of its length and so on. All six paths areco-operatively associated, and any change in the status of one path willbe immediately transmitted to the other paths. 'I'he speed relations ofall the gears are fixed because they are constantly in mesh. In the samemanner the speed of the rotor 20 is always a function of the speedrelations of the gears, and conversely the speed relations of the gearsis determined by the relative speed of the rotor. Any change in therelative speed of the rotor will cause a change in the speed status ofthe power members I and 8. If the'rotor 2l) is retarded by electrical ormechanical means it is obvious that the differential relations of thegears will be changed. v

This holding rotor 20 is preferably formed with radial slots 36 as shownby Figure 4, and it is contemplated in some installations to cut theseslots with oblique faces so as to create a slight pumping action so thatany rotation of the rotor will result in a circulation of a coolingmedium. The

rotor is positioned so as to rotate between the magnetic field polepieces and 35-A forming a portion of a magnetic path energized byVcurrent supplied by the source 4l) of Figure 5 to the field producingwindings 3| and 32. While I have shown the rotor as discshaped it isobvious that it could have been cylindrical without affecting itsoperation as a holding element. A

Any power transmitted from the gear I'I-A to the gear |1-B will reactaccording to the differentiai` relation of these gears to tend to rotatethe holding rotor on the flange I3 mounted for rotary movement on thebronze bearing I3. The magnetic eld path' including a plurality of polepieces 35 and 33-A `is partially completed by path portions 33, 23,'24,and 34 assumed to. be made ofsuitable magnetic material. In the presentembodiment it is contemplated to form the transmission casing 22 and theportions 33 and 23 in one piece so as to save weight and at the sametime secure a minimum field path reluctance. The portions 33 and 24 areformed with suitable recesses so as to properly receive the eld windings3| and 32. 'I'hese iield windings in the particular embodiment shown by.Figure 1 are preferably ring-shaped and the magnetic flux produced inthe windings will cause the pole piec'es 35 to become (say) south polesand the pole pieces 35-A north poles. Thus the induced current createdin the inductor portions 36--A Let it be further assumed for the purposeof this description that the source of power connected to the member 1will rotate the same (say) clock-wise. 'I'he device to be operated anddriven such as an automotive vehicle is assumed to be connected to thedriven shaft 3, and the ileld windings 3| and 32 de-energized.

In this event the gears I 3-A,`I4A, I S-A, |3-A and |1-A will revolveabout their shafts II-C, |4-C, |3-C, IB-C and |1-C as they are rotatedabout the still shaft 3 due to the meshing with the still teeth I2. 'Iheorganization shown by Figure 1 will cause the gears |3A, I4-A, IS-A,IG--A and I1--YA/ to rotate clock-wise or in the same direction as4 therotation of the normal driving member 1 except as hereinafter described.

It should be noted that there are more teeth on the internal gears I3-B,.I4-B, IS-B, IS-B and |1-B than there are teeth I2 on the shaft 3.Consequently as the teeth |3-E of the interna] gear |3-B mesh with theteeth of theV gear |3A and the teeth I2 are still, it is evident thatthe internal gear |3-B will be rotated about the shaft 3 at a fasterrate of speed than the gears |3-A are rotated about the shaft 3 by theshaft 1. This increaseof speed of the internal gear l3-B over the speedof the normally driving shaft 1 may.be designated as the advancingspeed, and the actual increase will be determined by the design of thesecondary differential sets. It is evident that there is a wide rangeoi' possible advancing rates, and that this advancing rate may bedifferent for individual differential sets.

This dierential action may be more clearly seen by reference to Figure2. The pinion shafts 1 such as |3-C and the associated pinion gearsdifferential gears I4A, |3--A, IB-A and I1A, and the teeth I2 of theshaft 3.

For the purpose of this description let it be assumed that the drivingshaft 1 is rotating 1000 R. P. M. Let it further-be assumed that thedimensional relations of the various differential gears are such that acomplete revolution of the pinion gears |3-A meshing with the teeth I2about the stationary power shaft 8 is such that one and one-fifthrevolutions clock-wise will be given to the internal gear |3-B duringthe' time that the gears |3-A make one complete revolution around theteeth I2. Thus the pinion gear I4-A connected to the internal gear |3-Bto rotate therewith will be rotated 1200 R. P. M. about the stationarypower shaft 8. It is obvious then that a similar speed increase will begiven the internal gear |4-B over the 1200 R. P. M. speed of the piniongear |4-A or a speed of 1440 R. P. M. In the same manner under theseassumed conditions the internal gear |5-B will be rotated approximately1728 R. P. M., the internal gear |6-B approximately 2073 R. P. M., andthe internal gear I1-B approximately- 2487 R. P. M.

Further consideration will show that a very small increase in the speedadvancing ratio of internal gear I3-B by the gear I3.-A will result ina. comparatively great increase in the final speed of the internal gear|1 -B..

Thus according to this disclosure it will be possible to provide meanswhereby the rotor 20 rigidly attached to the internal gear |1-B may berotated clock-wise at a high rate of speed when the driving shaft 1 isrotating at the given speed of 1000 R. P. M. and the normally drivenshaft 3 is stationary. During these conditions wherein the shaft 8 isstationaryit is understood that the connected vehiclevis of coursestationary.

Now let it be assumed that it is desired to move the said vehicle bypower transmitted from the shaft 1 to the shaft 3. operator closes theswitch 46 (and/or the switches 41 and 4B) of Figure 5 so as to permitcurrent from the source 40 to flow through -the eld .windings 3| and 32.This closing of the switch v4B may be accomplished by the hand or by thefoot as a preliminary movement of pushing down theconventional gasthrottle.

If the switch closing is accomplished manually the variable resistance49 is adjusted` as required for the normal operation of the vehicle. Inthis event the holding rotor 20 turning at approximately 248'? R. P. M.is drii 0:1 through ductor portions of the rotor 20 is accompanied by adrag or -holding action on the said rotor and thereby on the clock-wisemoving and revolving internal gear |1-B. The relatively high speed ofthe holding rotor relative to the stationary field flux produced by the.windings 3| and 32 results in a high rate of flux cutting.

. Altho the magneticiield may be provided in any form that will producethe necessary flux, the present disclosure employs a ring shaped In thisevent the winding so that all the pole pieces 35 are of the samepolarity, and therefore all the pole pieces 35-A are oi' the samepolarity. In this event the induced currents will all, flow in the samedirection when passing the poles, and in the opposite directionV whenflowing through the inductor portions 60 between the pole pieces asshown by Figure 8. It will be noted that suflicient conducting medium isgiven the rotor at the portions 6I and 62 to complete a closed circuit.Thus the currents 58 and 59 of Figure 8 arel inducedwhen the inductorportions 36-A pass under the poles 35 and combine to ow through theinductors between these poles. The

action is the same at the remaining poles.

This novel construction of the holding control rotor 20 and the fieldpaths permits the use of a very light copper or aluminum disc of theproper shape for high speeds. The rotor may i also be provided withoutany laminations or other heavy mass usually found in armatures thatwould tend to limit the possible high speed of the said holding rotor'.

Now the accompanying braking effect oflnducing current in the rotor 20will act to tend,

to slow down the clock-wise rotation of the internal gearr I'I-B and lasa result a clock-wise driving force will be imparted to the teeth I2 ofthe shaft 8 by each of the gears -I3A, I4-A, I-A, II-A and I'I-A as thesecondary differential gears are slowed down by continued sumcient dragor braking effect of the rotor.

This clock-wise motion of the shaft 8 will occur in order to maintainthe necessary differential relation of the various gears employed.

Let it now be assumed for the purpose of this description that thebraking action of the holding rotor 20 has continued to retard theclockwise rotation of the internal gear I'I-B and the other differentialgears inv proportion until the clock-wise rotation of the normallydriven shaft 8 has approached and equalled the speed of the drivingshaft 1, and thus both the normally driving and normally driven shafts Iand 8A are now rotating at the same speed or 1000 R. P. M. 'I'he rotor20 will also be rotating at 1000 R. P. M.

'relative to the stationary eld windings 3| and 32 in order to maintainits holding or ucontrolling effect on the secondary differential setsand thus the control A of power transmitted from one of the members 1and 8 to the other. It should be noted that under such a condition allthe gears shown by Figure 1 are rotating together .and that such acondition in a vehicle transmission constitutes direct drive conditions.Under these conditions, all the rotatable parts xof the powertransmitting mechanism are rotating together with no relative movement:This is an ideal condition in any transmission mechanism, and especiallywhen found in a vehicle transmission. This condition of no relativemovement between the parts in effect is equivalent to a single integralmass, and means the elimination of wear during a very large percentageof its operation, and a very high possible efllciency because of thetotal elimination of friction loss between the parts. In conventionaltransmisssions there is always present the rotating parts of thecountershaft during the direct drive intervals.

The variation of the various parts of the transmission during' theinterval from the time the eld windings are energized intil the timethevr shafts 1 and 8 are rotating at the same speed may be seen byreferencev tt the diagrammatic presentation shown by Figure 6. The speedof the normally driving shaft 'I is shown by the line 'L -1, and that ofthe normally driven shaft 8 by the line 8-8. A As the holding effect ofthe rotor is created by the closing of the switch 46 of Figure 3 thespeed of the internal gears Ill- A, III- A, I5-A, IG-A and II-A will bedecreased as shown on Figure 7 .until the speeds are all the same asshown at the line (dotted) of direct drive.v This condition of directdrive is taken as a condition ofV the purpose of disclosure because theparts have no relative movement, but are transmitting power, and thusmay be more easily considered.

With the power shaft 'I driving the shaft 8 at the same speed throughthe five power transmitting paths hereinbefore described, the actualrelation of these five paths will now be considered.

.The apportionment of this power delivery through these five paths maybe determined by mathematical investigation for a given design, but forthe purpose of this description let it be roughly assumed under theseconditions that equal torque is imparted by the gear I3+A to theinternal gear I3-B and the teeth I2of the shaft 8. Thus fifty percent ofthe power received from the driving member 'I is transmitted to theteeth I2 andthe shaft 8 by the gear I3-A. I

The remaining'fifty percent of the power is transmitted to the shaftI4'-C and thus to the opinion gear III--Aand thence divided between theinternal gear' I4-,-B and the teeth I2 of the member 8.

It follows then that 25% of the torque is transmitted to the gear Ill-B,and 25% to the teeth` i I2 of the shaft 8. In the same. manner torque istransmitted to the teeth I2 by the gears IS-A, IG-A and I'I-,A asfollows, gears I5-A transmits roughly 12.5%, gears I6-A transmitsroughly 6.25%, gears I'I--A transmits roughly I/ 3.125% and theremaining,3.125% is transmitted to the internal gear .I1-B. and thenceto the holding rotor 20.

It is evident that under these conditions the rotor 20 must hold theinternal gear I1-B to a speed of 1000 R. P. M. with the 3.125% torque inorderto maintain the direct drive conditions under consideration. Itfollows then the roughly 3.125% of the total torque delivered by thedriving member 'I is used to control the transmission of the said powerto the normally driven member 8.

If another secondary differential set had been added to the showings ofFigure 1 it is obvious that only '1.5625% of the torque would have to becreated by the holding action of the rotor 20. It wouldV be possible toadd many more secondary differential sets, theoretically each additionals'et `would correspondingly reduce the holding effort required by therotor 20 to control the transmission `of all the power, so that even--so as to reduce its speed below the assumed speed of 1000 R. P. M.maintained on the driving member 'I then it follows that thedifferential relations of the gears will be maintained and the speed oflthe normally driven member 8 will consequently be increased above 1000R. P. M.

and a condition of overspeed drive relations will be effected in thetransmission between the power members 'I and 8.

Reference again to the diagrammaticpresentation of Figure 7 will make itmoreclearly understood how the overspeed relations of the members 1 and8 are effected by`a reduction of the rotor speed below 1000 R. P. M. toapproach zero speed. As the speed of the holding rotor approaches zerovspeed the magnetic iiux cutting rate is decreased and thus the holdingability of the rotor is decreased. When the rotor reaches zero speedthere is no iiux cutting and thus no rotor holding action, and acondition of freewheeling exists between the power members 1 and 8. Thisis true, because while the conditions of zero speed of the rotor 20 ismaintained no power may-be transmitted from one of the power members 1and 8 to the other. Under these conditions of free-wheeling the vehiclemay be considered as coasting.

According to the present disclosure the proper speed relations betweenthe power members 1 and 8 is automatically effected for a given loadresistance, and in addition the degree of overspeed relations is alsoautomatically limited. This will be obvious from an inspection of thespeed curves of Figure 7, and with a constant iield strength it will beapparent that the holding action under overspeed conditions willdecrease with a tendency of increase of overspeed ratio. Consequen'tly acondition will be reached when the rotor can no longer hold sufficientlyto maintain the said overspeed increase, and thus the possible overspeedratio is limited.

As the speed of the normally driven member 8 continues to increasebeyond the condition of zero speed of the holding rotor 20, a conditionof bidirectional power transmission is started and the rotor will now berotated in a counterclock-wise direction as the power-shafts 1 and 8still continue to rotate clockwise with the driven (now driving) shaft 8rotating the faster.

The holding rotor will now be rotated counterclock-wise through themagnetic fiux of the magnetic field and a holding current opposite indirection will now be generated to create a decrease of thecounterclock-wise rotation of the rotor and thus cause the normallydriven member 8 to now become the driving member and thereby drive thenormally driving member 1. It should be noted at this time that thenovelty of construction of the non-friction braking electrical coupleincluding the eld producing means and the rotor require no change oradjustment even though the current generated is in the oppositedirection to that generated while member l is the driving member. Innormal operation this bidirectional drive condition ris desired toutilize the braking action of the engine compression in the use of thevehicle downgrade. Reference to the curves of Figure 7 will show thatsome of the internal gears such as I1-A, .I6-A, I5-A and |4-A will alsoreverse in direction of rotation if the speed of the normal drivenmember 8 is suiilciently increased over the speed of member 1.

If this reverse holding action of the rotor 28 is required to be greaterthan that normally required due to the normal increase lof speed of therotor the strength of the magnetic field may be' increased manually byvarying the value of the resistance element 48 of Figure 5 withoutregard to the relative speeds of the shafts the resistance is increasedthe arrival of direct drive and free-wheeling status and consequentlybidirectional drive relations will be delayed. Thus the automatic actionof the holding rotor 20 may be additionally affected by manual action.

to more nearly iit theI required driving conditions.

'I'hls manual action of varying the field current resistance may also beaccomplished by the brake foot pedal as can be seen by referencetoFigure 10. It is noted that a Abrake pedal 52 connected to theconventional brake rod 55 by means of the brake lever 53 is alsoconnected to the variable resistance 50 of Figure 5 so as to operate thewiper 44 when the brake pedal 5)! is moved. Thus if the operator of thevehicle operates 'the brake pedal 52 the wiper 44 will be moved alongthe resistance `50 connected in the eld winding circuit. If theresistance is decreased the field winding current will be in creased andthus the magnetic iield will be increased in density. In this event thecurrent induced will be increased and the holding action of the rotor 20will be greater and the speed ratio of the members 1 and 8 Will'beaiected to approach a direct drive relation so las to approach a directdrive engine compression braking affect. When the movement of the brakepedal 52 moves to increase the resistance the brakingaction of theengine will be decreased, and thus the operator may vary thebidirectional drive action as a function of the normal braking withmechanical means without regard to the automatic action of thetransmission, or in the case of an emergency both resistances 48 and 50of Figure 5 may be varied. In normal operation the wiper 44 may be oithe resistance 58 and moved into co-operative association with it as apreliminary action to the operation of the conventional brake, and theresistance 48 may be manually set for normal operation. In this eventthe variation of the field by the foot brake would only occur duringintensional deceleration of the vehicle by the-operator, and there wouldbe no effect of the `automatic action by this resistance 50 during theintervals of normal transmission of power from -member 1 to member 8.

In Figure 5 there is shown a third resistance 5I which may be designatedas the fuel control resistance. The variation of the holding action ofthe rotor 20 may also be obtained by the manual operation of the wiper45 without regard to the status of the resistance 48. In Figure 9 thiswiper 45 is shown attached to the fuel control throttle 51 by :lns'forming an insulating block so that the operation of the throttle willmove the wiper to bring about a variation of the resistance 5I.

It is obvious that the wiper 45 may be adjusted to be out of contactwith the resistance 5I, and that it may be moved into contact with thesame as a preliminary movement of the gas throttle 51.

While it is not contemplated that all three of the resistances 48, 50,.and 5I will bel variedat the same time, it is understood that the saidresistances may be varied according to the operating conditions desiredbythe operator. At the same time, according to the present disclosurenone of the resistance will be varied after a setting for normal drivingconditions, except as a function of the operation of other controllingelements on the vehicle, such as the brake or gas throttle.

No reverse speed elements are shown in the 7s drawings. It is assumedthat no invention would be involved in providing a conventionalreversing device positioned in the line of power transmission betweenthe ,normally driven member 8 and the vehicle. Because of the very smallpercentage of the time a reverse drive is required, it is not essentialas to where the control for same is placed, but it is suggested that thereverse control be placed at some convenient position on the dash.

By the means provided by this disclosure it is possible to start withthe vehicle at rest and the driving shaft 1 rotating, and then bring upthe driven shaft 8 to thespeed of the normally driving shaft. The properspeed relations of the driving and driven shafts will be automaticallyobtained without `any action on the part of the driver of the vehicle.

In addition over-speed relation of the driving and driven members willresult automatically withacceleration of the vehicle. When the normallydriven member 8 becomes the driving member, or tends to become thedriving member a condition of free-Wheeling (actual and approximately)will automatica-lly resultover a certain range of speed relations, and.then a bidirectional transmission of, power from the normally drivenshaft 8 to the normally driving member 1 will take place.

This automatic action in addition may be varied by hand or foot as afunction of other vehicle controlling elements, or the automatic actionmay be varied bythe operator without regard to the operation of othervehicle controlling elements such as the braking mechanism or the fuelcontrol supply. Of course any of the resistances 49, 5U, and 5| maybevaried by' any force sumcient to move the Wipers 43,` 44, and 45, butsuch operation as by centrifugal devices have been omitted in order notto complicate the drawings.

Thus the operator of the vehicle may obtain bidirectional andfree-wheeling conditions to suit the driving conditions he mayencounterin a given locality or for different weather conditions by simplyvarying the desired resistance or resistances by hand or foot. Ordierent drivers may desire different speed relations under the samedriving conditions in a given locality or Weather condition. In generalthe. present disclosure includes a very flexible transmission mechanismwhich may be easily varied in its operation to suit the individual needsof the operator, or the vehicle itself.

The speed of 1000 R. P. M. assumed for the driving shaft I is based on apropeller speed of 50 revolutions per mile of vehicle speed per minute,and thus the speeds of the internal gears as given herein are .taken asthe vehicle moves at a speed of 20 M. P. H.

If a vehicle speed of 40 M. P. H. is desired for consideration therelative speeds may be obtained from a similar set of curves as shown onFigure 7. The driving shaft 1 of course may be given any possible speed,but the advancing rate of the internal gears |3-B, I4-B, l5-B, IG-B andyIl-B really ridetermines the relative speed of these internal gears forany given speed of 'the -member 1. If the advancing rate is increasedtheresultant speed of gear Il-'B and thus the rotor 20 will be increasedand the sensitiveness of the control' means will be increased. Becauseofthe increased speed of the rotor for a given field strength theholding effort will increase with an increase in the advancing rate. Or,the eld may be reduced for the same holding eilort, and thus the weightof the magnetic eld path will be reduced and the necessary field currentreduced.

A wide'range -of advancing rates is available and will be a factor inany design of the mechanism for the conditions under which it willbeinstalled and operated. n

In addition it should be noted that the higher advancing rates willnarrow the speed change between the direct drive and free-wheelingintervals, and will`also cause the rotor to become more effective inbraking action as the speed of the member 8 increases over the speed o fthe member 1. If the conventional clutch is used in conjunction with thepresent disclosure, it is evident that the rotor 20 may be provided torotate at higher speeds than in vehicles wherein the present device isused without the said conventional clutch.

said shaft so that the normally driving member 'l would then cause thepinion gear |4-A to rotate the internal gear I3-B. It should also benoted that the gear. teeth l2 of the driven power shaft 8 could becomethe internal teeth of a common outer gear and the present gears I S-B,l4--B, |5--B, |6-B and I'I--B of Figure 1 could become the bearingmembers lsupported by a shaft similar to a shaft 8 but without the teethI2.

In other words, the secondary differential sets could be in effectreversed so as to be turned in side out relative to a showing onFigure-1 so that the present internal teeth I3,-E, I4-E, I5-E, Iii- Eand l l-E would become external teeth.

As a further methodof construction, these re`v versed differential setscould be turned degrees after removal from' the shaft 8 and thenreassembled. Hence there are at least four possible arrangements of thesaid secondary diiferential sets collectively forming a portion of theidler member, allof these possible methods providing differentspeed-torqueresults for a given speed of the normallyfdriving member 1.Only oneof \\these possible secondary differential arrangeand l1-B couldbe provided with ldifferent gear diameters so that when assembled theywould taper from right to left or vice versa. In this event, it would bepossibleto obtain a very wide range of possible speed-torque relationsto suit theoperative conditions under which the device may be installedand perated.

In Figure 11, there isv shown a modification oi' 'one of the secondarydifferential sets of Figure 1 to include avmechanical brake. It isobvious that ya mechanical brakemay be used conjointly with,

organized whereby the electric holding action of the rotor 20 may bediscontinued or thrown out o1' action and a `mechanical brake broughtinto action to hold any one of the external gears of the secondarydifferential sets and thus secure selectively any one of severalpossible speedtorque positive drive relations between the power members'l and 8. Or the change from the electric holding to the mechanicalholding transmission of power under any one of these speed relations maybe an automatic function of the speed of rotation of either or both ofthe members 1 and Consequently, there is shown in Figure 11 the externalgear Il-B in co-operative association with a mechanical brake preferablyof the band type including the band 66 and a suitable brake lining 6l.In addition the normally driven shaft 8 with itsteeth i2 is also shownin meshingr relation with the pinion gear Il-A positioned by its shaftIl-C so as to properly mesh with the internal gear Il-B.

If the change from electric holding to mechanical holding by the meansshown on Figure 11 is made when the speed of the selected internal gearsuch as H--B is approximately at rest, there will be absolutely no shockor strain on the transmission mechanism, and a minimum loss due tofriction on the selected mechanical brake.' While only one internal gearsuch as Il-B is shown by Figure 11 as equipped with a mechanical brake,it is obvious that all vof the internal gears of the secondary sets asshown on Figure 1 of the drawings such as Il-B, I-B, I6-B and Il-Bvmaybe so equipped without departing from the spirit of the invention.

While I have shown and described and have pointed out in the annexedclaims certain novel features of 4my invention, it will be understoodthat certain well known mechanical equivalents of the elementsillustrated may be used, and that various other substitutions, omissionsand vchanges in the form and details of the device illustrated and inits operation may be made by those skilled in the art without departingfrom the spirit of the invention which is indicated in the vfollowingclaims.

Having thus described my invention, I claim:

1. A torque multiplying power actuated slipclutch device for associatinga driving member and a driven member of a. vehicle provided with brakingand power supply means, comprising cooperatively associated gear setseach connected to the driven member and to each adjacent set, one ofsaid sets connected to the driving member and a second set provided witha restraining 'element energized by poweri derived from the drivenmemberl acting through the said sets, a source of electric power,variablel magnetic means energized from the said source for controllingthe restraining action of the element, and coincidental manuallyactuated brake and power supply control means for separately varying themagnetic control whereby the variable speed driv-v ing relations of themembers will bidirectionally become a function of the combined aect ofthe resistance of the driven member, the speed of the driving vmemberand the selective co-incidentally controlled intensity of the saidrestraint.

2. A torque amplifying device for effecting the mounted for rotationwith oneun'it'a fixed iieid element, an end unit connectedtoione member,and all units connected to'eachff adjacent unit and the other member,controlmeans associated with the fixed slip-clutch element, and aplurality of current control means operatively 'associated with the saidvehicle brake and fuel 'supplymeans for co-incidentally varying theaction of the control means as separate co-incidental functions of theoperation of the fuel supply means or the braking means of the vehicle.

3. A control amplifying device'for automatically effecting speed driverelations between a driving member and a driven member of a vehicleprovided with brake and power supply control means, comprisingslip-drive gear sets axially arof the driving member, the individual andcombined operation of the brake and powersupply controls and thevariable driving resistance of the driven member, said maintaining powerrequired decreasing with increase in the number of sets between the saidcouple and said 'driving member. e

4. The combination in a .vehicle power transmission including a pair ofshafts, differential speed driving sets each in speed driving relationwith one of the shafts and with each neighboring set, one set in drivingrelation with the other shaft for establishing a drive between theshafts, of control means including a source of current for automaticallyestablishing a desired speed relation between the shafts as the drive isef-' fected, aid control means comprising a dynamoelectric clutchincluding a fixed field producing means energized from the said sourceand a rotatable armature portion energized by power received from thesaid shafts through the said sets, and a plurality of manually operablecoincidental vehicle fuel supply and brake means for separatelycontrolling the current supply to the field producing means and therebycausing the clutch to became effective, said control means beingoperable incidental to the rotation of the shafts to additionallyaugment the intensity of the action of the clutch independently of thecontrol action of the eld producing means on the said armature.t

5. A control amplifying slip-clutch organization for associating adriving member with a driven member of a vehicle equipped with brake andpowersupply control means, comprising differential drive sets axiallydisposed between the said members, a slip-clutch couple including a'stationary iield producing element and an armature element arranged forrotation with one of the sets, a plurality o'f separate meansco-incidentally associated with the said brake and power supply ccitrolmeans for co-incidentally varying the strength of the produced field andthereby theV holding eilect of said field on the rotatable elementthereby to cause same to variably derive power from the driving memberthrough all the said sets therewith to effect variable speedbidirectional driving relations between the said lmerribers as separateand combined coincidental functions of the operation of the brake and/orthe power supply control means.

6. In a vehicle power transmission, the combination of a pair of powermembers, a resistance member including elements providing power pathsbetween the members in multiple series relation for permitting the powermembers to drive one from the other through the saidpaths according tothe load torque of the driven member 'and the speed of the drivingmember, co-incidental vehicle fuel and brake control means forinaugurating the action of the resistant member and varyingthe speed ofthe driving member, and dynamo-electric means associated with theresistant member and the said control means for co-incidentallyoperating the vehicle and also causing the resistant member to continueto function to transmit power from one member to the other due tocontrol power derived from one of the members.

- '7. In a device of the class described, the combination of two vehiclepower members mounted for independent rotary movement, mechanismincluding differential speed driving sets each in speed driving relationwith one of the members and with each other, one set in driving relationwith the other member for driving one from the other, dynamo-electricmeans energized dueto the rotary movement of the power members forderiving control power from same for automatical-- ly causing saiddriving mechanism to become operative to transmit power from one memberto the other, a source of current, a plurality of circuit closers eachassociated with a variable'resistance and a plurality of co-incidentalvehicle fuel and brake controls for actuating the closers and theresistances causing the said dynamoelectric means to be placed in avariable slipclutch condition as a co-incidental function o-f theselective manual actuation of the said controls in the operation of thevehicle.

8. In a vehicle power transmission, the com'- bination of two membersadapted to assume an interdriving relation, and dynamo-electric slipldrive means including speed driving sets each in driving relation withone of the members and with each other, one set in driving relation withthe other member for deriving pcwer from one of the members causing themembers to co-incidentally and automatically assume universal speeddriving relations, a source of current, a fuel control actuated circuitcloser, a brake control actuated circuit closer said means normallycontrolled in its slip-drive action as a function of the relative speedsof the members and additionally controlled according to the status ofthe fuel and brake control elements of the said vehicle.

9. A slip-drive device for connecting a vehicle driving member and avehicle driven member in .speed drive relations, including gear setsarranged to provide progressively divisible power paths, adynamo-electric slip-drive couple including a rotatable element and astationary element constituting the last path division and arranged forderiving control power from one of the members according to the numberof the said path divisions, means operable with the vehicle fuel supplycontrol means for initiating and varying the power deriving action ofthe said couple.

-supply control means, a comprising a plurality of 'normallyunrestrained dierential drive organizations each in a driving relationwith the driven member and with adjacent organizations, one organizationin driving relation with the driving member, and means co-incidentallycontrolled by the selective operation of the said brake and power supplycontrol means Afor deriving power from one of the members for renderingone of the said organizations partially restrained and therethrough allof the other said organizations restrained to a greater degree therebyto differentially effect the transmission of power from one member tothe other asa co-incidental function of the selective operation ofthesaid brake and power supply control means during the normal operationof the vehicle.

11. A variable speed power transmission mechanism including a drivingmember anda driven member provided with brake and power supply controlmeans and a controlV amplifying resistant member between saidv members,said resistant member including dynamo-electric means for initiating thesaid control action, and a plurality of differential gear sets foramplifying the effect of the said control power lwhen initiated, saidsets arranged in a series multiple relation so as to provide seriesmultiple power paths for the transmission of power between .saidmembers, each set connected to the driven member and to adjacent sets,one set connected to the driving member, and circuit -meansco-incidentally associated with the brake and power supply control meansfor associating the initiating means with one of the sets so as toreceive the control power to be amplified by the said sets from one ofthe members thereby to effect the differential transmission of powerfrom one member to the other through the said paths as a founction ofthe operation of the said brake and power supply controls during theoperation of the vehicle.

y 12. -A torque amplifying slip-clutch device for connecting driving anddriven members of a vehicle equipped with power supply and brake controlmeansv in driving relation, including a 'dynamo-electric coupleoperatively associated with the said controls and arranged for derivingtransmission control 'power from one of the said members as aco-incidental function of the operation of the said power supply andbrake controls, and differential transmission sets positioned betweensaid members and arranged to act to amplify said control power, saidsets constituting means providing progressively divisible powertransmitting paths between said members.

HOWARD J. MURRAY.

